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W. H. YOST.

DRAFT RlGGlNG FOR RAILWAY CARS. APPLlcAnou FILED 1AN.1. 1911.

1,195,942. Patented Aug. 22,1916.

2 sains-SHEET l.

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DRAFT mamma' ron lm'lwu cms. Anucmon min 30.1.1911.-

'Patented Aug. 22, 191

2 SHEETS-SHEET 2.

v UNITED s TATEs PATENT oFFioE.

WINFIELD H'. YOST, OF MONTREAL, QUEBEC, CANADA,'ASSIGN OR TO HARRY STILLSON HART, F CHICAGO, ILLINOIS.

AFT-RIGGING FOB RAILWAY-CARS.

` .The object of my invention is to provide` lo a'drat rigging for railway cars whereby ythe draw-bar. will be 'yieldingly connected with the draft timbers vof the car; the mechanism being such that the application offeree will meetw-ith"a yielding resistance, -and 1 5 when the force is removed, the recoil will be reduced to aminimuiii. f f' A further-object .f-

,-inv'eiition--is to provide a lever mechanis hi'eh is conthe sameduringits .moveineaii'd which will return to Anormal positie 'troducing any annefvzessa''ry' parts` "jor-iconilicat'ions; thlev .lever mechanism' being so made that the forcescased throii'gh the aetion of the followers on the levers, and the levers on the springs, and of the levers onthedrafttimbers, willfbe iny substantiallyv parallellines and. also, parallel to the center .line of theV car, thus preventing any undue strains orgspreading tendency of the centen-sill ofgthe` car; said mechanism .also beingso oonstructed that the movement of the levers in relation to each other will be made positiyegitheldraft rigging being sim- "df liieientinenstruction, possessing a yi' f r'advanta'ges as will more fully appear .from the following detailed descripfon. In the drawings: Figurelis a horizontal 1110" lit-ral Sectional view of the draft rigging secured in p'lace, looking 'downwardly'. Fig. 2 is .a longitudinal sectional View taken on the-line a-a ofFig. 1. Fig. 3 isa cross sectional view o the mechanism. Fig. 4 vis a transverse sectional-view taken on the line of Fig. 1, looking in the direction'of the V arrows-showing' the lever mechanism in elevation. Fig. 5 is a perspective view of two of the levers, showingthe same before, they areassembled or placed on each other. Fig. 6 is a planf' view .of a modified form of AI ilevers; the saxielbeing Ashown assembled in 'operative `relation to eachother.

"'11, 1 are cheek'plates. or members secured '55 to'thgdraft membersQ, 2. --The che c lrplates Specification of Letters Patent.

ithout inthe fulcrum end- Patented Aug. 2 2, 1916f- .plieation filed January 7, 1911. Serial No. 601,428.

or members are provided with draft lugs 3, 3 and 4, 4 at both ends of the members. rIfhese cheek plates or members are .prefer- `ably provided with a lower flange 5, integral with the cheek plates or members, extending between the lugs 4, 4. This flange is omitted where the fulcrum endsof levers 11 and 12 and followers 13 and 144 bear, to 'allowfor the assembling of the draft gear after thecheekplates with the draft lugs have been secured in place on the car. The upper edges of the plates or membrs'1, 1 are preferably' provided withflanges extending the full length and above the levers and followers, s0

as .to prevent any displacement'of the mecha- 70 msm. A front plate 6 .and a rear plate 7 are suitably inserted between the cheek plates with the coil-springs8 being inserted intermediate ofv said plates and bearing against themt The springs 8 will hold the plates in u75 yielding engagement with the lever mechanismhereinafter to be described,and form a yielding resistance tothe movement of-the levers and the draw-bai;l with relation to the draft timbers. y In the construction shown in Fig. 1 where two similar coil-"springsv8, 8 are. employed, I provide an intermediate bearing Y plate 8 against which the adjacent ends of the springs bear. A draw-bart) which; car-A .ries the coiipler, not shown, is. vsuitably 85 mounted. in'v the Aca r--fran'ie 'and is provided with a tail lstrap or y'oke'10 which is suitably secured tothe draw-bar by rivets or otherwise. Mounted lbetween the plate 6 and the front follower plate 13, and between 90 plate 7 and the rear follower platelet are a set of levers consisting of oppositely movable members. I prefer to employ two' sets or pairs of levers 11 and 12 at each end of the mechanism, as can .more clearly be seen in Fi s.'2,3 'and f1. The inner ends of levers 11 are provided with the vertically extending lugs 15, wllile the levers 12 are .provided with the downwardly extending lugs 16, see Fig. 5. The .levers 11 and 12 are also provided with the ribs or flanges 17 and 18, respectively, at a point vintermediate of the ends of the levers and on the adj acent'or contacting surfaces thereof, s'eeFig. 5.

When the levers are assembled the lugs 15 and -165will .bear against the narrowerl sides of vthe correlated or adjacent levers, while the ribs or flanges 17 and 18, which are lformed in an. arc of a, circle, abut against each otherand control the move-1110 ment of the levers in both directions. The

levers are superin'iposed by bringing the adjacent-faces of the two levers, shown in Fig. 5, together, and the ribs or flanges 17 and 1S will prevent any transverse movement of the levers, while the lugs v15 and 1( will cause the levers to interlock at the extreme point of their movement or travel in one direction, and while the lf "ers are at rest or in normal position, the lugs will prevent fur` ther movement in the other direction.

In the'operation of the draft rigging, as shown in Fig.' '1, when force is applied to move the car to the left the tail strap or yoke 1() will move the follower plate 11 and the levers I1 and 12 adjacent thereto bodily toward the left (compressing springs unt-il the outer, or fulcrum, ends of the levers engage the draft lugs l, the resistance to the movement of the yoke up to this point being only that due to the direct expansive force of the springs. Further movement of the yoke to the left causes the levers to rotate upon the draft lugs 4 as fulcrums, the follower bearing upon the sides of the levers and causing them to .rotate and increase the resisting power of the springs by reason of the differ-- ential movement between the follower and levers, this differential movement becoming greater as travel increases due to the fact that the convex sides of the levers cause the points of engagement between the latter and the follower to move toward 'the fulorum ends of the levers as the latter rotate, as will bereadily understood. These parts are preferably so designed that when the limit of compression of l. the springs .is reached (springs solid) the points of'engagement of 'the follower and levers are substantially in longitudinal linewith' the faces of the draft lugs so that there will be a mini'mumliability of damage to the, levers by the application of a force beyond the elastic capacity of the gear. The faces ofthe levers which engage the draft lugs are preferably so disA posed as to be in fiat contact with the latter when the limit of movement is reached in order to increase the bearing area between such faces and the draft lugs.

During the movement of the levers the correlated surfaces 17 and 18-of the respec tive levers ,bear against one another and prevent th'e lever.; sliding over one another and moving out of engagement with the draft lugs, these surfaces alsoserving to insure uniform rotation of both levers.'

In the event of the springs becoming broken, or of the failure of some part, whereby the travel ofthe levers willv be. increased beyond the normal limit, the lugs 15 and 1G will interlockand prevent the levers from rotating sufficiently to disengage from the draft lugs and so obviate total failui'e of the gear. 'l

During the above described operation the levers at the other end of the gear remain immovable the pressure of the springs being transmitted directly through the widened inner ends of the levers to the followerand -from the latter to the draft lugs 3, the lugs i'iendicular to the hearing face offthe follower and parallel to the'center line of the car throughout the entire lmovement of the gear, thus obviating liability of Spreading the sills. v

As each end of the draft gear is exactly similar in construction the operation ofthe gear when force is applied 1n the opposite direction will be readily understood from the above description.

'hen the force removed, thereby releasing the gear, lugs-19 formed on the clieek plates, 1, l, will interfere with the backward movement of the levers shoudfthere be any tendency of the latter tofbi'nd 'at the surfaces 17 and 1S and come back*lcdilyl instead of rotating. These lugs'19 wil insure the return of the levers to'th'eir relaf d 'or on levers 11 and 12, respectively, or 'i thesegmental gears 17"and 1S,^on levers '1-l and 12, respectively, in the lmodified cons struction, will guide the le`vers`intheirreturn movement.

following manner:-'the yoke 10 formed as shown in F ig. 2 and connected tov coupler S) with rivets or in any suitable manner, then the followers 13 and 14,'levers 11 and '12 and springs 8, front and rear plates and 7 and intermediate bearing plate `8, areftittedinto the yoke and then movedu'p or placed inbetween the cheek plates 1, .l in propenplace between thev draft-lugs-.thereofq -the cheek vplates having previouslyl been riveted or secured to the center .sills 2,"2 -of the. ear. After the mechanism hasr been 'tlius assembled and put into place,.the carriers 20 are bolted to the sills as previously'described,"

':mnpleting the application of the draft ri'r "ng to the car. niodi'ic tion illust 'ated in Fig. G, ,5, il and lf. are provided with ne form ot a segment of a gear. @l of employing the correlated ribs 17 ani'. i8, shown ir. Fig. 5. The teeth of the dil'ereiii. levers are intended t0 mesh with each einer as rearly illustrated in Fig. 6.

ot draft riggiu struction illustrated in the' al ard ,ings ma or. vri aad without Liege. i g iron; the spirit it my invverifier and l no not wish to be understood tl'iweii as limiting myself to the exact Y u; illustrated, but claim as my invention and wish by Letters Patent istdraft riggin i having levers Vwhose ject beyond the line of the drawspring-mLhanism intiirposed heers being provided at a ri-,odiate or rhrir ends with abutat transverse move- .,itive to one another,

irait ri a yoke, levers mounted within id volo: and pro jcctiap` bfyond the sides of the yoke, said levers being provided with correlated snr- ,l'aces on their adjacent fares whereby trans i fi.

tween, einem the li.,

point i;

ment oi' the levers r viv-r movement of the levers relative to on, im r is prevented, spring meel :i intr tu: between :he levers locatari at flr oke, and a fol'fnver plate I' i posflf iw n uw :iii: ot the levers and the draft rigging having livers proieeting intera y beyond the line of the drawbar with 'mgmrehanism interposed be- .twecn them, the levers being rovided at a point intermediate ot' their enf s with abutting sui-tarifs aiz'anged to substantially denscribe ne are fsf a frizrle and prevent transwaard. i

i, the ievers being provided with :r-"ares intermei'lniti; of their ends inverse movement of the levers a: i'iother is pro" fated. spring l i v limiti mechanism intermediate of the levers at opposite ends of the cheek plates, and means intermediate of the outer ends of the levers and one of the draft-lugs on each cheek plate whereby the levers will be forced t0 normal position when pressure on the draft-rigging 1s released.

5. A draft rigging consisting of levers whose outer ends project beyond the line of the draw-har with spring mechanism inter' posed between them,-said'levers being provided with protruding portions at opposite ends of adjacently .arranged levers, said portions having longitudinal bearing surfares adapted to lock the adjacently arranged levers against relative movement in one direction and interlock when the levers reach a predetermixn` point in their relative movement in the opposite direction," and means whereby movement of the levers lengthwise of each other is prevented.

(i. A draft rigging for cars,comprising cheek plates having a pair of draftdugs at opposite ends, levers whose outer ends extend beyond the line of the draw-bar and between the draft-lugs at each end, said levers being provided with abutting arcuate suraees about. which the respective levers rotate. wherein relative movement of the levers lengthwise of each other is prevented, said levers being providedwith interlocking surfaces whereby independent movement of the levers in either direi-.tion beyond predetermined points is prevented, spring mechauism imposed between the levers arranged at oi'iposite ends ot' said plates, and follower plates arranged intermediate of the levers and the outer draft lugsof each. pair.

i. ln a draft rigging, spring mechanism, levers, fuir-rum members for such levers, the latter in their normal position being out of engagement with the fulcrum members, and aloutmentsy adapted to prevent movement of the irse-rs ont ot' the path of the fulcrum members 8. A draft rigging for cars, having spring` i'iierhanism and levers extending across the longitudinal center line of the rigging and adapted to act upon such mechanism, the levers being provided with abutting surfaces to prevent transverse movement relative to one another.

i?. ln a draft rigging, spring merhanisn'n' followers, loosely mounted levers and tulrrum members for the levers, such levers being interposed between the spring mechanism and followers and normally out of engagement with the fulcrum members.

l0. ln a draft rigging, spring mechanism, followers, loosely mounted levers and fulcrum members for the levers, such levers being interposed between thel s}' ring mechanism und followers and normally out of engagement with the fulrrum members, the inner ends of h: irvcrs being engaged i.

opposite sides b v said followers and merhanisni when the deviee is at rest.

1l. In a draft rigging', spring mechanism and levers4 adapted to tulerum upon the ear :und avt upon the sprintr nnehanism.y each of sueh levers having-sI a eurved surfaee eoneentrifI with the are deserihed by the lever, the eurved surfaees of the levers beiner adapted to abut.

1Q. A dra tt rigging n'leehanism. levers` adapted to rotate and avt upon the said mechanism, such levers presenting abutting surfaces to prevent transverse movement oi' the levers relatively to one another and interlocking' means upon the leversl to prevent disengagement of the latter one from the other in their rotation.

l. ln a draft rigging. draft lugs, spring: meehanism` superimposed reliefl levers eaeh t'ulrrnmingr upon such lugs at one end, such levers having abuttimgr surfaces adapted to spring including spring insure rotative movement of the levers upon such fulerum during operation` and members upon such levers providing,r lockingr means adapted to limit the rotative movement of the levers in the direction to compress the spring mechanism, for the purpose set forth.

14. In a draft rigging. draft lugs, meehanism` spring l superimposed relief levers each fuleruming upon such lugs at one end, such levers having abuttingr surfaces adapted to insure rotative movement of the levers upon sueh fulerums during operation, and members upon sueh levers providing locking means adapted to limit the rotative movement of the levers in either direction. for the purpose set forth.

VIN FIELD H. YOST. Yitnesses ROBERT M. ZIMMERMAN, H. A. HATFIELD. 

